Is Pod Propulsion the future for boats?

At the 2005 Miami Boat Show Volvo Penta introduced its Inboard Performance System (IPS) and changed forever not only the way we run our boats but the way we think about running them.

Before, guiding required planning, logic, coordination, and strategizing; after, it became simple intuition: Look where you want to go and point the direction control that way. They said it was so easy a child could do it, and sure enough, it wasn’t long before a man just out of kindergarten skillfully manipulated a 40-footer into a slip all by himself.

IPS also claimed more speed and better fuel efficiency (the precise amount of each is still up for discussion), and thanks to its behind engine placement, more interior space, and lower interior sound levels. Still, many boaters weren’t convinced. One described his skepticism stating the following: “It’s just too good to be true...!- There’s must be a hidden cost that no one has factored in.”

The Unidentified

Over the years, I’ve found online forums to be some of the most common places for first-hand accounts of engine-related problems. Certain, the stories are one-sided, but as an total source of information, can be concluded that pods are no more disposed to letdown than inboards but that when a pod breaks, the repair bill’s going to be higher.

Everyone fears the unknown, especially boaters, many of whom still consider pod drives something strange. Hang around a boatyard, and you’ll hear at least one horror story about some unfortunate soul who was stuck, because his pods failed. These are often second- or third-told tales with a questionable attribution and few verifiable facts.

Pods are comprised of some very costly components, but theoretically, their modular design should yield some countervailing savings in labor costs. 

Difficulty

Conventional wisdom seems no longer applies. Today electronics are intimately entwined with every aspect of our lives, and whether it’s commercial jet engines, cars, home appliances, or chart plotters, we expect and receive virtually bulletproof reliability.

So, the fact that pod systems are full with electronics actually makes them less likely to failure—and unfortunately a deep mystery to most mechanics. Unhappily, the fact that electronics don’t respond well to basic force may mean some service challenges, at least in the short term, which is why long-distance cruisers have, as a group, been cautious of pods.

Pods have more parts, both mechanical and electronic, and conventional wisdom says that means more problems. The inboard has simplicity and ubiquity. Pull into any port in the world, and there’s probably a guy there who can fix it. 

Upkeep

To keep Inboards, require sacrificial-anode replacement, prop adjustment, cutless bearing repair, shaft alignment, and a method of controlling marine growth. Pods require drive-oil changes every 250 hours or annually. Also, demanding periodic attention are hydraulic steering, transmission, and lower-unit oils. Everything told, figure $500 per engine annually, plus haul-out fees.

Most pods also require periodic removal and inspection of prop sets and seals, and re-greasing of the prop-shafts - figure $250 per pod.

All up, pod owners can expect to pony up something like an additional $2,500 for scheduled maintenance. That’s not mark change! and while it’s hard to nail down the amount of that fuel-efficiency edge, everyone agrees it does exist and can compensate you for at least some of the additional maintenance costs. Either if you’re a do-it-yourself, you’ll discover that a lot of pod maintenance requires specialized tools and training. 

Inertia

Like long-distance cruisers, sport fisher-men have been slow to accept pods, in this case not because of supposed deficiencies but rather an unwillingness to try anything that might reduce chances of success. Better fuel efficiency? More interior room? If they don’t increase the odds of hooking up, who cares? And maneuverability—well, any good sport-fishing captain can put his ride wherever he wants—without a control.

Initial Fee

The true of all is that Pods cost more, But how do you compare boats? Imagine a 44-footer with three cabins, two heads, and inboards priced $20,000 less than an identical 44-footer with pods that, thanks to its aft-engine placement, has one more cabin or head. Wouldn’t accommodations be the more relevant measure? And what of resale? How much of the additional initial cost will you get back at trade-in time? We’re still trying to sort through the answer to that one.

There are many reasons why everyone’s not on the pod movement. But tick them off and it’s hard not to conclude that the trend is undeniable: More boaters prefer them every year, and while they’ll never completely replace inboards, they are the future of boating. As one broker comments, “It’s like automatic transmissions. At first no one trusted them; now you can hardly sell a car without one.”

*While traditional shaft drives are oriented out Ans away from the vessel, IPS drives feature forward facing props.

If you have any questions regarding your boat or need maintenance or repairs, we recommend Whiticar Boat Works! leader and premier service provider in the marine industry. It is a well-known and reputable company located in South Florida. It was founded in 1949 by Curtis ´Curt´ Whiticar. Whiticar Boat Works is a family owned & operated company. They have multiple locations in South Florida. For more information about us check out the website  http://www.whiticar.com/wp/   or call us (772) 287-2883

References:

Thiel, R. (2016, 02 13). The Truth About Shafts and Pods. Retrieved from Power and Motor Yacht: http://www.powerandmotoryacht.com/boats/truth-about-shafts-and-pods